Agricultural vehicle suspension

ABSTRACT

An agricultural vehicle having a hydraulic system, a cab for the vehicle operator includes a self-levelling cab suspension system having a plurality of suspension units each having a spring, a damper and an accumulator. The accumulator comprises a hydraulic working chamber which is separated by a movable wall from a gas filled chamber serving as a spring. The working chamber is also connected to a working chamber of the damper in a closed hydraulic circuit. In the invention, there is no need for a dedicated oil pump since a hydraulic actuator powered by the vehicle hydraulic system is provided for causing hydraulic fluid to flow in the closed hydraulic circuit between the working chamber of the accumulator and the damper, to vary the height of the cab without fluid from the vehicle hydraulic system entering or leaving the closed hydraulic circuit of the damper and accumulator.

CROSS REFERENCE TO RELATED APPLICATIONS

This present application is a divisional application of U.S. patentapplication Ser. No. 12/712,783 filed Feb. 25, 2010 now U.S. Pat. No.8,261,869, by Patrizio Turco and Michele Ieluzzi, entitled “AGRICULTURALVEHICLE SUSPENSION”, which is hereby incorporated by reference herein inits entirety for all purposes, which claims priority under 35 U.S.C.119(a)-(e) or 365(b)-(c) to foreign application number TO2009A000139,filed Feb. 26, 2009, by Patrizio Turco and Michele Ieluzzi, entitled“AGRICULTURAL VEHICLE SUSPENSION”, which is also hereby incorporated byreference herein in its entirety for all purposes.

TECHNOLOGY FIELD

The present invention relates to an agricultural vehicle having ahydraulic system, a cab for the vehicle operator and a cab suspensionsystem comprising a plurality of suspension units each having a spring,a damper and an accumulator, wherein the accumulator comprises ahydraulic working chamber which is separated by a movable wall from agas filled chamber serving as a spring, and is connected to at least oneworking chamber of the damper in a closed hydraulic circuit.

BACKGROUND

It is common to design agricultural vehicles, such as tractors, withso-called structural engines. In such vehicles, the engine, togetherwith the transmission and the rear axle, constitute the rigid chassis ofthe vehicle. Because there is no suspension between the chassis and theground, at least at the rear of the vehicle, shocks resulting fromunevenness in the terrain are transmitted directly to the driver's cab.

To improve the comfort of the driver, it is known to pivot the cab abouta transverse axis at its front end and to provide at least onesuspension unit, comprising a spring and a damper, between the rear endof the cab and the chassis. This allows a cushioned up and down movementof the cab on the chassis. Such an arrangement is shown in FIGS. 1 and 2of the accompanying drawings, in which FIG. 1 is a schematicrepresentation of a cab that is pivotable at its front end and supportedat its rear end on suspension units, and FIG. 2 is a detailedperspective view of the suspension unit in FIG. 1.

In FIG. 1, the front end of the cab 10 is pivoted about an axis 12 thatis fixed to the chassis. A suspension unit 14 at the rear of the cab, asbetter shown in FIG. 2, has a flexible strap 16 attached to a bracket 18fixed to the vehicle chassis at one end and at its other end to abracket 20 attached to the cab 10. The flexible strap 16 acts as ananchor which allows the cab 10 to move up and down relative to thechassis while preventing it from moving upwards beyond acceptablelimits.

The suspension unit 14 is shown as having a strut 22 that incorporates aspring 24 and a damper 26. The spring 24 which supports the weight ofthe cab, need not be a coil spring, nor need it be concentric with thedamper. It may alternatively be a gas spring or a leaf spring mountedseparately from the damper. FIG. 2 also shows that a resilient bump stop28 is provided to cushion the cab if the suspension ever reaches the endof its permissible travel.

While such a cab suspension goes some way towards improving the ridequality in the cab, it still suffers from the disadvantage that when thetractor is being driven along an incline, the cab and the driver's seat,though parallel to the ground, are inclined relative to the horizontaland this causes discomfort to the driver, aside from beingdisconcerting. Similarly, when the tractor is being driven up or down anincline the cab can assume an extra-pitch angle causing discomfort tothe driver.

It is therefore desirable to provide the cab of an agricultural vehiclewith a self-levelling suspension system which maintains an optimalattitude of the cab controlling roll and pitch angles, even if theinclination of the ground over which the vehicle is travelling varieswithin certain limits.

In U.S. Pat. No. 6,273,203, there is disclosed a suspension system thatemploys four hydraulic actuators capable of tilting the cab aboutmutually inclined axes and a control system for independentlycontrolling each of the hydraulic actuators in dependence upon signalsreceived from sensors, which can be constructed as inclinometers orgyroscopes. In this known system, the fact that all four actuators canbe independently controlled makes for a complicated control system. Thisis because the control algorithm needs to take into account when anactuator is near the bottom or top of its stroke and is therefore unableto bring about the required tilt of the cab.

The Applicants' earlier U.S. Pat. No. 7,198,125 mitigates some of theabove disadvantages and provides a vehicle having a chassis and a cabconnected to the chassis by means of a support system which comprisestwo pairs of hydraulic actuators, each pair of actuators being operativeto tilt the cab relative to the chassis about a respective one of twomutually inclined axes. The two actuators of each pair are connected toa common pumping element in such a manner that whenever the volume ofhydraulic fluid in one of the actuators in a pair is reduced, the volumeof hydraulic fluid in the other actuator of the same pair iscorrespondingly increased.

A disadvantage of U.S. Pat. No. 6,273,203, U.S. Pat. No. 7,198,125 andother prior art cab suspension systems which use hydraulic dampers asactuators to level the cab stems from the fact that they require adedicated pumping unit. Such pumping units need furthermore to be fairlysubstantial as they are required to supply hydraulic fluid to theactuators sufficiently rapidly to counteract changes in the inclinationof the chassis.

SUMMARY

The present invention seeks to provide a suspension system for the cabof an agricultural vehicle that dispenses with the need for a dedicatedpumping unit.

An agricultural vehicle has a vehicle hydraulic system, a cab for thevehicle operator and a self-levelling cab suspension system comprising aplurality of suspension units each having a spring, a damper and anaccumulator, wherein the accumulator comprises a hydraulic workingchamber which is separated by a movable wall from a gas filled chamberserving as a spring, and is connected to at least one working chamber ofthe damper in a closed hydraulic circuit, characterised in that ahydraulic actuator powered by the vehicle hydraulic system is providedfor causing hydraulic fluid to flow in the closed hydraulic circuitbetween the working chambers of the accumulator and the damper, so as tovary the height of the cab without any fluid from the vehicle hydraulicsystem entering or leaving the closed hydraulic circuit of the damperand the accumulator.

The actuator may be formed as a separate unit having two hydraulicworking chambers separated by a movable wall, one of the workingchambers being connected by an associated changeover valve to a supplyand a return line of the vehicle hydraulic system and the other workingchamber being connected to the hydraulic working chamber of theaccumulator.

A single such actuator may advantageously be connected to theaccumulators of a plurality of suspension units by way of respectiveisolation valves.

As an alternative the actuator may be integrated with the accumulatorinto a single unit having two movable walls defining three variablevolume working chambers, consisting of two hydraulic working chambersseparated from one another by a gas filled working chamber, one of thehydraulic working chambers being connected to at least one of theworking chambers of the damper and the other hydraulic working chamberbeing connected by a changeover valve to a supply and a return line ofthe vehicle hydraulic system.

In both embodiments, the same changeover valve may be shared by aplurality of suspension units by providing isolation valves between thechangeover valve and the suspension units.

It is desirable in the invention that the hydraulic system present inmost agricultural vehicle, to serve as oil pressure supply for thegearbox, also referred to as the vehicle hydraulic system, is used topower the cab suspension, thereby obviating the need for a dedicatedpump. Such an oil supply does not have the purity needed by the damperand the accumulator of a suspension unit but the invention avoids thisproblem by maintaining the closed hydraulic circuit of the suspensionunit isolated from the less pure oil drawn from the vehicle hydraulicsystem.

Another preferable feature of the invention is that the hydraulicworking chamber of the accumulator is isolated when the engine is at astandstill so that the level of the cab is maintained even after theengine is switched off. In case of excessive oil venting through thechangeover valve toward the return line, or in case of pipes damage, thefloating piston inside the actuator reaches its maximum travel and actsto limit cabin suspension stroke.

According to a further embodiment of the present invention thesuspension units are paired in the manner proposed in EP 1 419 956. Inthis way, the volume of fluid that needs to be displaced by the actuatorto change the attitude of the cab is reduced because one of thesuspension units will supply at least some of the fluid required by theother.

DESCRIPTION OF THE DRAWINGS

The invention will now be described further, by way of example, withreference to the accompanying drawings, in which:

FIGS. 1 and 2 have already been described above and show a cabsuspension in which the front end of the cab is pivoted to the chassisand only the rear end is supported by two suspension units,

FIG. 3 is a hydraulic circuit diagram of a cab suspension in accordancewith a first embodiment of the invention, and

FIG. 4 is a view similar to that of FIG. 3 showing an alternativeembodiment of the invention.

DETAILED DESCRIPTION

While the invention can be used in a cab suspension as shown in FIGS. 1and 2 it is also possible to provide suspension units at the fourcorners of the cab to control pitch and roll. The hydraulic circuitsshown in FIGS. 3 and 4 each show one pair of suspension units. It isalso possible to couple the suspension units in pairs in the mannerpreviously proposed in U.S. Pat. No. 7,198,125.

The two suspension units 114 in FIG. 3 are identical with one anotherand only one of them will therefore now be described. Each suspensionunit comprises an adjustable damper 126, such as for example a variablestiffness damper, a coil spring 124 surrounding the damper 126, ahydro-gas accumulator 128 and an isolation valve 130. The two suspensionunits 114 are connected to a common actuator 132 which in turn isconnected by way of a changeover valve 134 to the supply and returnlines P and T of the vehicle hydraulic system 136.

The damper 126 can be, for example, a twin tube damper having an innertube 126 a and an outer tube 126 b. A piston 126 c divides the innertube 126 a into two variable volume working chambers 126 d and 126 ethat communicate with one another through a throttle valve 126 f in thepiston 126 c. The working chamber 126 e above the piston 126 ccommunicates through an orifice 126 g with the space 126 h between thetwo tubes 126 a and 126 b. A supply port 126 k communicates with theworking chamber 126 d through a fixed throttle valve 126 j and with thespace 126 h between the two tubes 126 a and 126 b through anelectrically variable throttle valve 126 i that controls the stiffnessor damping ratio of the damper 126.

The supply port 126 k is connected to the hydraulic working chamber 128a of the associated accumulator 128. The accumulator 128 has a gasfilled working chamber 128 b separated from the chamber 128 a by amovable wall 128 c that is shown as being a floating piston. As analternative, the movable wall 128 c can be formed by a resilientdiaphragm.

Each accumulator 128 is connected by a respective shut-off or isolationvalve 130 to the common actuator 132. The actuator 132 has a firsthydraulic working chamber 132 a connected via the shut-off valve 130 incircuit with the hydraulic working chambers of the accumulator 128 andthe damper 126. The actuator 132 has a second hydraulic working chamber132 b, separated from the working chamber 132 a by a movable wall 132 cthat is shown as being a floating piston and connected via thechangeover valve 134 to the supply P and return T lines of the vehiclehydraulic system 136. The vehicle hydraulic system 136 can providehydraulic fluid under pressure but not of a quality that is suitable forcirculating in the closed hydraulic circuit of the damper 126 and theaccumulator 128. As an alternative, the movable wall 132 c can be formedby a resilient diaphragm.

When the vehicle is driven over smooth level ground, the weight of thecab 10 is supported by the coil springs 124 and the gas springs of thesuspension units 114 and there is no movement of the pistons 126 c.

If the vehicle is driven over an uneven but level terrain, the cab 10moves vertically on the coil springs 124 and the gas springs of theaccumulators 128 but the movements are damped by the damper 126.Supposing for example the piston 126 c moves downwards on account of thewheel encountering a bump on the ground. The volume of the workingchamber 126 d will be reduced and will displace some hydraulic fluidthrough the throttle valve 126 f into the upper working chamber 126 e.As the piston 126 c is a differential piston (on account of the crosssectional area of the piston rod), the reduction in volume of theworking chamber 126 d will be greater than the increase in volume of theworking chamber 126 e. The surplus hydraulic fluid will therefore flowthrough the space 126 h between the two tubes 126 a and 126 b of thedamper 126 and via the variable throttle 126 i and the port 126 k intothe working chamber 128 a of the accumulator.

The flow of the hydraulic fluid is thus opposed by the air spring of theaccumulator 128 and will encounter resistance while flowing through thethrottle valves 126 f and 126 i to provide the desired damping. Upwardsmovement of the piston 126 c will likewise be assisted by the air springof the accumulator 128 but resisted by the flow through the throttlevalves 126 i and 126 j.

The accumulator 128 accommodates the changes in the total volume of thehydraulic fluid contained in the damper 126 as the piston rod moves upand down and the throttles control the degree of damping. By making thethrottle valve 126 i variable, for example electrically, the forceand/or the stiffness of the damper 126 can be adjusted by a controlsystem to suit different driving conditions.

As is known, one way valves may be incorporated into the damper to varythe degree of damping in dependence upon the direction of movement ofthe piston 126 c.

The suspension system as described so far can be controlled in a knownmanner in dependence on the output signal of various sensors responsiveto such parameters as speed and acceleration to optimise the operatorcomfort under different driving conditions. For example, the forceand/or the stiffness of the dampers may be changed when driving onmetalled roads. Furthermore, the stiffness or the damping ratio of thedampers may be increased as they reach the end of their travel to avoidbottoming of the suspension.

Because the piston 126 c is a differential piston, each of the dampers126 is also capable of functioning as a hydraulic jack. If hydraulicfluid is somehow introduced into the lower working chamber 126 d of thedamper 126, the cab will be raised and conversely if fluid is drainedfrom the working chamber 126 d, the cab will be lowered. The damper 126can thus be used to adjust the attitude of the cab when the vehicle isdriven on an inclined surface in order to maintain the cab level, bothabout the pitch axis and the roll axis of the cab.

Supposing now that the two suspension units 114 in FIG. 3 are mountedone at the back and the other at the front of the cab and the vehiclestarts to travel down an incline. To level the cab, one of the pistons126 c has to be raised and the other lowered. In the prior art, this wasachieved by pumping hydraulic fluid from one suspension unit to theother using a dedicated pumping unit. However, as earlier mentioned, thepumping unit needed to be substantial and, in order to dispense with theneed for such a pumping unit, the invention uses in its place theactuator 132, which is powered by the vehicle hydraulic system.

To lower the suspension unit on the left in FIG. 3, the left isolationvalve 130 is opened and the changeover valve 134 connects the workingchamber 132 b of the actuator 132 to the return line T of the vehiclehydraulic system 136. The piston 132 c now moves upwards under thedifference in pressure between the working chambers 132 a and 132 b toincrease the volume of the working chamber 132 a and drains fluid fromthe left damper 126 and accumulator 128.

To correct the attitude of the cab in the same sense, it is necessary toraise the damper 126 on the right of the drawing. This is achieved byclosing the left shut-off valve 130, opening the right shut-off valve130 and setting the changeover valve 134 to connect the upper workingchamber 132 b of the actuator 132 to the pressure line P of the vehiclehydraulic system 136. The higher pressure in the working chamber 132 bnow forces the piston 132 c downwards to pump fluid into the rightaccumulator 128 and damper 126 to raise the cab.

It is important to note that by using an actuator 132 powered by thevehicle hydraulic system 136, the embodiment of the invention in FIG. 3allows the individual suspension units to be raised and lowered withoutthe hydraulic fluid drawn from the vehicle hydraulic system ever mixingwith that circulating in the suspension unit 114. In this way, the needfor a pumping unit is avoided by using equipment already present in thevehicle, without detriment to the cab suspension nor to the vehiclehydraulic system 136.

In the system described above there is only used a single actuator 132to control both suspension units 114. It is clear that as an alternativeit is also possible to associate a single actuator 132 with eachsuspension unit 114.

The system of FIG. 4 achieves the same objectives as that of FIG. 3 butuses a different hydraulic circuit configuration. Items serving the samefunction have been allocated the same reference numerals in the “200”series instead of the “100” series and will not be described a secondtime. For example the suspension unit 214 corresponds to the suspensionunit 114, the spring 224 corresponds to the spring 114 and the damper226 corresponds to the damper 126 of the embodiment shown in FIG. 3.

In FIG. 4, the two chamber hydro-gas accumulator 128 is replaced by anaccumulator 228 having three chambers 228 a, 228 b and 232 b separatedby two movable walls 228 c and 232 c, that are shown as being floatingpistons. As an alternative, the movable walls 228 c and 232 c can beformed by resilient diaphragms. Working chambers 228 a and 228 bcorrespond to working chamber 128 a and 128 b, one working chamber 228 abeing filled with hydraulic fluid and the other working chamber 228 bbeing filled with gas, for example air, and acting as a gas spring.Working chamber 232 b and movable wall 232 c act as an actuator 232replacing chamber 132 b and movable wall 132 c of the actuator 132 ofembodiment in FIG. 3 that is formed as a separate unit. Each workingchamber 232 b is connected by a respective shut-off valve 230 and acommon changeover valve 234 to the vehicle hydraulic system 236. Workingchamber 228 a is connected to working chamber 226 d of the damper 226through valve 226 j and to space 226 h of the damper 226 throughcontrolled valve 226 i.

If it is desired to raise the piston of the damper 226 of the suspensionunit 214 on the right in FIG. 4, the right shut-off valve 230 is openedand the changeover valve 234 connects the working chamber 232 b to thehigh pressure line P of the vehicle hydraulic system 236. The volume ofthe working chamber 232 b is therefore expanded and acts through the gasspring formed by the working chamber 228 b on the chamber 228 a to causehydraulic fluid to be transferred from the accumulator 228 to the damper226.

1. An agricultural vehicle having a vehicle hydraulic system and a cabfor the vehicle operator, the vehicle comprising: a self levellingsuspension system having a plurality of suspension units each having aspring, a damper and an accumulator, wherein the accumulator comprises ahydraulic working chamber that is separated by a movable wall from a gasfilled chamber serving as a spring, and is connected to at least oneworking chamber of the damper in a closed hydraulic circuit; and ahydraulic actuator configured to be powered by the vehicle hydraulicsystem and configured for powering hydraulic fluid to flow in the closedhydraulic circuit between the hydraulic working chamber of theaccumulator and the at least one working chamber of the damper, whereinthe actuator is integrated with the accumulator into a single unithaving two movable walls defining three variable volume workingchambers, the variable volume chambers including two hydraulic workingchambers separated from one another by a gas filled working chamber,wherein one of the hydraulic working chambers is connected to theworking chamber of the damper and the other hydraulic working chamberconnected by a single changeover valve to a supply and a return line ofthe vehicle hydraulic system, so as to vary the height of the cabwithout any fluid from the vehicle hydraulic system entering or leavingthe closed hydraulic circuit of the damper and the accumulator.
 2. Anagricultural vehicle as claimed in claim 1, wherein the singlechangeover valve is shared by a plurality of suspension units, whereinisolation valves are located between the changeover valve and thesuspension units.
 3. An agricultural vehicle as claimed in claim 1,wherein movement of the cab about each two mutually inclined axes iscontrolled by a pair of suspension units arranged on each side of therespective axis.